Aittomatic tbaiet-stop system



Oct. 1929. P. J. CLIFFORD AUTOMATIC TRAIN STOP SYSTEM Filed March 24,1919 5 Sheets-Sheet yjw@ M17 A@ l zich Get., 1929. P. J. CLIFFORDAUTOMATIC TRAIN STOP SYSTEM Filed Maron v4, 1919 5 sheets-sheet 2 fa a l3 .3 .5134 6 16d Im/venan# @mmv Oct. l, 1929. P. J. CLIFFORD 13299705AUTOMATIC TRAIN STOP SYSTEM Filed March 24, 1919 5 Sheets-Sheet 5 m16'?! 1W 1&111 1&6 1.9@ W 16C I ,Il 16 a c m 1.9" M la" a aa@ 3* J 8i7:1 ll- -1 v Z m @5 24X 7 1t9` Y *aa 11.9K gli 19C a' H "24 f \a4 MIC-Fnnvenaclc JI Sigg/033055,

P. J. CLIFFORD AUTOMATIC TRAIN STOP SYSTEM Filed Maron 24, 1919 5Sheets-sheet 4 i l Invenor.

Pazclc J izjfor Oct. l, 1929. P. J. CLIFFORD AUTOMATIC TRAIN STOP SYSTEM5 sheets-sheet 5 Filed March 24, 1919 ford,

www a? lig/J:

Patented @et l, Q@

PATRICK J'. CLIFFORD, OE' AVOCA, PEITNSYIJVAITEA, ASSGNR, BY IVIESNEMENTS, TO TRAEN CONTRGL CQRFRATON 0F .lLlKEBfCil/.

DELAVTARE AUTOMATC TRAIN-STG? SYSTEMS Application tiled March 24, 1919.

rl'his invention provides means whereby a train may be brought to a stopautomatically when a danger signal is set against it, thus preventinglan engineer, through carelessness f or inca iacit from runnin@ b adano'er siff- 7 kw t; o

nal, the train under such circumstances being brought to a stop.

My system also includes means by which an engineer7 so longas he isattending to his duty and is recognizing the caution signal can maintainhis control and keep the train running. should he so desire, but atsuoli a reduced speed that liability ot accident is removed.

In other words by my improvements when a caution signal is set againsthim the engineer must control the speed ot his train or else the controlwill be taken from him and automatically exerted by my mechanism tobring the train to a stop.

The improvements are design ed to be combined with the standardllvestinghouse air brake system, or any other system7 and theattachments for automatically stopping the train are operated by airpressure Yfrom the equalizing reservoir of such system, with the resultthat it any rupture accidentally occurs in any of the parts the pressurein the equalizing reservoir will be reduced by escape et air at thebroken part and as a result the piston in the automatic brake valve ofthe lestinghouse system will rise and open the eX haust port 'for theescape ot train pipe pressure and the setting of the brakes. Therefore,it will be understood that7 so long as the parts and' variousconnections of the improvement are properly functioning they will stopthe train under the conditions above noted, or, it any break occurs inthe parts or their connections the train will be stopped as aconsequence of the reduction of pressure in the equalizing reservoir ot'standard pattern from which the improved system derives its airpressure. Y

In the accompanying drawings;

Figure 1 is a diagram et the complete system, the new parts beingrepresented by the heavier lines, while theparts ot the ordinarylVestinghouse system are indicated by light lines with the ordinary pipeconnections between them represented by dotted lines.

Serial No. S28/3551.

Figure 2 is a vertical sectional view oi? the contact valve and contactroller? which latter is operated by the track instrument.

2 is a view et details.

Fig. 3 is a view oit the actuating,` or tri gger 5 valve. Y

F 3@ detail view.

i Figure l is a sectional view et 3 on line i-4 of said ligure. Y

Figure 5 is a similar section et the parts et Fig'u re l with the valvemember turned at an angle ot 300 from the position et Figure 4 to permitpassage ot air through said valve.

Figure 6 is a horizontal section on line GMS ot Fig. 8.

Figures l and 8 are top plan views oit parts of Fig. t.

F igure 9 is a vertical section et the automatic air release valve.

Figure 10 is a vertical sectional view ot the engineerls disablingvalve.

Figure il is a transverse sectional view et the valve of Figure. l0.

Figure i2 a vertical sectional view oli' the eliminating valve.

Figure i3 a vie v et the illes" l automatic brake valve HG with i al1torn'iinp; a part oli the pre imp consisting; ot a supplei operated whenthe engr handle in service position.

lille will lirst give a briei outline et the operation and then take upthe toi friction and operation ol' the pa in detail.

Vihen the roller l en e ne stril'es the ramp or track implement theContact valve shown in Figure f2 lifted allowi air pressure from theordiiiin I' f the casing A having` operated the valve therein passesthrough pipe 51 to an engineer-s disabling valve in casing B and setsthis to cut off communication between pipes 5() and 50, thus preventingthe engineer from recharging the train line pipe, by operating theWestinghouse automatic brake valve l'l, until after a prescribed periodof time has elapsed during which time the train will have come to astop. This prescribed period of time which must elapse before theengineer can recharge the train line pipe and t u the brakes is due tothe fact that the air pressure introduced into the casings at A and l tooperate the valves therein must be bled from these parts before thesevalves can be restored to normal position and the bleeding effect willnot be initiated until pressure has built up in pipe 15 sutliciently,that, aassing through bleed port 15a and bleed pipe 37, Tg. 3, the valve19 will be turned as hereinafter described to cut oi'l communicationbetween pipes 13 and 15 and open bleed port 22 allowing air pressure tobleed 'from valve casings A and B, and only when this has occ "red canthe disabling valve 5, Fig. 10 be reset by the engineer sending pressurethrougl'i the pipe 57 from the ordinary TWcstinghouse independent brakevalve S6.

Now describing the parts and operations more in detail:

In these drawings 1 indicates a roller carried by a stem 2, Fig. .2,normally pressed. down by a spring 3 contained in a ch amber 4 of thecasing 5, which contains and guides trie said stem or plunger. rlhechamber 4 has an air-tight cover 6 and as shown in .Figure 1 it receivesair from the standard l/llestinghouse equalizing reservoir through theport l7 and pipe 8, being thus in. constant open communication with thecompressed air supply in said reservoir.

The plunger or stem 2 is provided with a head or valve membery 9provided with suitable packing and resting on the seat 10, and below thehead the stem has a circumferential groove 11 and in one side the stemthere formed a passage 12 communicating with the said annular groove andalso with a discharge port or passage 20 extending through the casing 5and having a pipe 14 extending therefrom to a cylinder a containing apiston 5 connected by a rod 17 with the arm 18 of a rotary trigger valvemember 19, Figs. 3, 4 and 5, which controls the inlet or delivery ot airpressure from the equalizing reservoir through the pipes 13 and 15 tothe automatic air release valve A, which controls the automatic settingof the brakes, this valve 19 having the port or passage 22, Figs. 3, 4,5 and 7, which, when the valve is turned into a certain angularposition, will connect the passages 23, 24, leading through the casingfrom the pipe 13 and to the pipe 15 respectivelj, the position o'l" thevalve in Fig. 3 being its normal one with the pipes 13 and 15 out olcoinmunication and hence the air from the reservoir is cut ofi from saidpipe 15.

TWith the parts as described thus far it will be seen thatwhen the stemor plunger 2 is raised by its roller running over the ytrack instrumentor ramp air `from the equalizing reservoir will pass through the pipe 8,passage 7, chamber 4, annular groove 11 due to the lifting ol the heador lvalve member 9 trom its seat, and the air will thence pass throughthe port 12, passage 20, and pipe 14 to the cylinder a, Fig. 1, whereacting upon the piston b the rod 17 through arm 18 will turn the valve19 and thus pipes 13 and 15 will be thrown into communication and theair trom the equalizing reservoir will pass through these pipes to theautomatic air release valve A to set the brakes and to the engineersdisabling valve shown generally at l5.

The valve arm 18, when the valve is operated, as just described, is setin an angular position ot about thirty degrees. This valve also has anarm 18 which, when the valve is turned as just described, presents anopening 25 to be engaged by a locking bolt 26 spring pressed, as in Fig.6, and mounted in the casing, said bolt serving to hold the valve inoperated position long enough to insure the proper operation of thebrakes.

For unlocking' the valve and restoring it to normal position thefollowing arrangement is provided: Y

The bolt 26 is acted on by an incline v27 of a cam slide 28 consistingof a bar attached at one end to a piston 36 in a chamber 35, whichchamber at a point back of the piston is con-` nected with the air pipe15 by a small port 15' Fig. 3. The other endv oit the cam slide 1s actedon by a spring 30 1n a casing 31,

which spring is adjusted as to its tension by a screw 32 bearing on awasher 33, a second' washer 34 being arranged between the spring and thecam slide. A passage or pipe 37 connects the interior of the chamber 35with' 110 the piston chamber a.

After the piston of the automatic air release valve A and the piston inthe engineers disabling valve B are operated by the pressure suppliedthereto through the pipe 15 the pressure will build up in the said pipe15 and this pressure will now pass into the chamber 35, through smallport 15a', previous to the operation of the pistons just mentioned, andwhile the iiow of air through the pipe 15 is continuing and moving the.said pistons of A and B the piston 36 will remain in the position shownat the right of the chamber 35, due to the spring 30, the strength ofwhich is so adj usted that while any air is passing through pipe 15 thespring will hold the piston 36 in the position shown, but as soon as thepistons in the valve chambers of the automatic air release valve A andthe engineers disabling valve B have been operated and the pressure (EOIthe nut 18h.

builds up in pipe 15 it will pass through port 15 and build up also inchamber 85 forcing the piston 36. to the lett and thus operating the camslide to retract the bolt against the pressure ot its spring and thusreleasing the arm 18 of the rotary valve 19, so that this valve may bereturned to normal position, and thus cut oli' the air 'from the pipe15.V This operation ot' the valve bach to normal position takes place bythe built up pressure ot air passino* 'from cylinder l5 through the pipe37 into the chamber o, Where acting on the piston it will nieve saidpiston lettivard, 3 and through the rod 1T the arm 18 et the valve willbe moved leittivard, thus returning the valve to normal position. Q Thereturn ot the valve 19 to normal position, as just stated, cuts oli' thesupply ot' air to pipe and at the same time brings a pa:- sage 22 in thevalve to register with the port 24* ot passage 24 and the port 22" 'torbleedingthe pipe 15 and the piston clliainber of the automatic airrelease valve A and the enginoors disabling valve at B. rlhe port oitthe passage 23 is shown at 2r X. rlhe ports 23X, 211* extendedvertically in valve seat bloclr 19X on top olf wh ich the valve 19rotates, the port or passage Q2 in the valve 194 having verticalportions 22C to register with the ports 23X, 'lhe bleeding port extendsvertically through seat blcclt 19X.

Reverting to tle contact plunger 2 it- Will be observed that this isguided bya pin 2 passing through a slot 2x, Which holds the puinger fromturning, and lreeps the passage 12 in registration with the port 20.rlhis pin and slot connection also limits the upward movement of theplunger and the roller 1 is lrept in proper position to roll properly onthe track instrument.

Reverting to the trigger valve 19 a. port 19C Fig. 5, extends throughthe casing of this valve treni the air pipe 13 to the chamber in whichthe valve 19 is contained, so as to eert air pressure downwardly on saidvalve to equalize the air pressure tending to litt said valve, enabling'the valve to be easily operated.

rllhe valve block 19 is provided with tivo ribs 19d on its upper sidebetween which ongages a lug er rib 18a o1' a lrey or plug, which has asquare portion at 1S to receive the lever 18, and threaded portion toreceive The chamber containing the valve is closed by a cover 19.

The air pressure in the chamber containing the valve 19 exerts an upwardpressure against the plug and lreepsit air tight a,..,ainst the Washeron the bottom et cover 19".

rllhe automatic air release valve comprises a casing 40 Fig. Q, in whicha valve member Al1 slides, said valve having ports 4:2, 1B of' uatedsize and a long port la by which the f air -trom the train line pipe maybe re a to atmosphere through the port 141' ot the cas-- ing, When thevalve is moved to the right, thereby bringing the ports, in the order ottheir size, to the port ll5 of the train line pipe for the gradualsetting ot the brakes. The

valve is moved by pressure let into the pipe 15 by the trigger' valve19, which pressure acts The engineers disabling valve B Fig. 10l

consists et a tloating piston b, Fig. 10, slidable in a casing andhaving a port or circumferential groove 19 adapted to connect the pipes50, PL for the passage of air to recharge the train line pipe, but Whenthe piston is moved to its lett hand position, communication bet-Weenthe pipes 50, and 50a Will be cut oil. A pipe 51 leads to 'the casing atthe right` of the said lioating piston valve, this pipe eX- tendingJfrom a port 52 in the casing ot the automatic air release valve lllig.9. This port is controlled by a valve 53 sliding with the automatic airrelease valve being connected with the stem ot the piston 4:6. 'l hisvalve 53 also controls the inlet ot air through the port 54 from thepipe 15 by Way ot the cylinder 17 and by-pass 55 and it also controls ableed port 56, by which pressure is removed 'troni the right side ot thedisabling valve at B to allovv said valve to return rightward at suchtime, after said pressure reduction, that the engineer may operate theindependent brake valve S, and send air through pipe 5?'. The valve 58has ports 53a and 53D and in Figure 9 it is shown in position to allowthe escape or bleeding of the pressure through the ports 53, 53b and 56.

rlhe engineers independent brake valve S has a pipe 57 connected withits eillnuist port and this pipe connects With the casing ot' thedisabling valve B at the left ot the iioating piston thereof. rllhecasing of this valve B has an exhaust port `W therein.

lt Will be understood that when. the system is operated by the roller 1striking the ramp resulting in the release of train pipe pressurethrough port L14 ot valve at A and the setting oic the engineersdisabling valve at B in disabling position the engineer cannot rechargethe train line through pipes 50, 50Zt to r lease the brakes until afterthe prescribed period ot time has elapsed necessary to reset the triggervalve 19 to bleeding` position and reduce the pressure on the automaticair release valve and the disabling valve, and only after these actionshave taken place can the engineer recharge the train line by operatingthe engineers independent bralre valve Se, Which Will move the floatingvalve to connect pipes 50, 50, leading from the automatic brakevalve H Gof the Westinghouse system, to the train pipe.

In the operation ot the apparatus when the trigger valve 19 is operatedair will be delivered from the equalizing reservoir through pipe 15 tothe piston i6 of automatic air release valve at A thereby setting saidvalve 4.1 against the resistance of its spring in posi-- tion todischarge the air from the train pipe through port ti and thusautomatically set the brakes'. The movement of the piston i6 of thisvalve at Awill also set the valve member 53 in position to deliver airpressure to the engineers disabling valve at B, this delivery takingplace through the by-pass 55, port 54, the valve port 53", the port 52and pipe 51, and as a result the floating piston b will be forced to theleft, thus breakingl communication between the pipes 50, 50 and thusdisabling the engineers valve H, (llfestinghouse automatic brake valve),and all other parts ot the system lecause the operation of `theengine-ers independent brake valve S (Westinghouse) to admitenginebrake-cylinder pressure through the pipe 57 ,cannot return thepiston to the right` until the equalizing reservoir pressure is bled outfrom the right-hand side of the said piston and this reduction ofpressure will not occur until after certain actions have transpired andtherefore the engineers valve and system will be cut out or disabled fora prescribed period of time during which the brakes remain set and thistime is calculated to be long enough to bring the train to a stop. Theact-ions which transpire during this. prescribed period are: thebuilding up of pressure in the pipe 15 beyond the trigger valve afterthe automatic air release valve l1 and the control valve 58 reach theirpositions at the right, and after the piston floating valve b reachesits lett-hand position, which builtup pressure results in the unlockingand resetting of the trigger valve to normal position, after which thebleeding of the pipe 15 takes place, through port 22 allowing theautomatic air release valve and the valve 53 to return to normalposition and finally the bleeding of the valve casing at B takes placeon the right of the piston through the return valve 53 and the port 56FiO'. 9, thus rendering the piston Z1 in condition. to be movedrightward when pressure, at the will of the engineer, is brought to bearon its left side by operating the engineers independent brake valve S6and sending air through pipe 57.

This predetermined period oit' time during which the system is disabledmay be varied by adjusting the tension of the resistance spring 80, Fig.3, by means of the screw 32,

.the adjustment of this screw requiring that tions to the automatic airrelease valve and the ,disabling valve at B.

Eliminating @aloe The above mentioned system provides for bringing thetrain to a full stop and presupposes that the engineer is out of servicethrough accidentsickness, or death on reaching the caution signal, or isnot paying proper attention to his duty.

These instances are, however, rare as com pared with the number ofecient engineers in service and the iiurther improvement now to bedescribed presupposes that the engineer will be in condition to do hisduty and it therefore provides means whereby the engineer on approachinga caution signal may continue running his train, provid-ed he is payingattention to his work and slows down the speed oit the train uponrunning into the danger Zone.

Tn carrying out the invention there is provided an automaticstop-eliminating-valve indicated generally at B', this being located inthe pipe 15 which extends from the automatic trigger valve 19 to theautomatic air release valve A of the system above described. Thisautomatic-stop-eliminating valve may be o1u a piston form similar ingeneral aspects to the engineers disabling valve B, in that the pistonvalve operates in a cylinder'. Air is supplied to this eliminating valvefrom the automatic brake valve H6 by a pipe 52 which extends 'trom asupplemental valve casing h, Figures 1 and 13, mounted on the casing ofVthe automatic brake valve and having a supalemental valve ,71,2 thereinto control the inlet of air from thisautomatic brake valve to i valve h2to force it irom its seat, so that when the handle h5 of the automaticbrake valve is turned into a position to slow down the train., the ball7a4 will be depressed by the tail of the handle working over it and thevalve will be opened to allow the air pressure to pass tromthe space it@of the automatic brake valve, which air pressure will pass by way ofpipe 52 to the eliminating valve operating the piston thereof, so as tocut oil communication between the pipe 15 and the automatic air releasevalve A and engineers disabling valve B to thereby prevent the operationor' these valves and consequently preventing stopping of the train.

Should, however, the engineer fail to put the automatic brake valve HGin service posi- ,train line pipe, and at the same time air will assthrough the valve Casin(r of the valve A ,and pipe 51 to the engineersdisabling valve B, setting this in position, such that the engineercannot restore pressure to the system until a prescribed period haselapsed, this disabling action cutting` oil communication between thepipes 50, 50a, which communication is necessary in order to recharge thetrain line pipe and take ott the brakes.

The supplemental valve h2 is pressed normally onto its seat by a spring7L?. The eliminating valve is pressed to its normal position to allowair to pass from pipe 15 to the automatic air release valve andengineei"s disabling valve by a spring B. rlhis eliminating valve'is ofpiston form and has a passage Bx for the flow ot the air through it whenin normal position.

The eliminating action, i. e. cutting out the automatic operation ot theautomatic stop system can take place only when the engineer places theautomatic brake valve H6 in Iservice position.

liafter having placed this valve in service position to slow down thespeed, the engineer, by reason of becoming suddenly incapacitated or forany other reason should put the handle of this valve out ot serviceposition the air pressure will be 'taken olil from the eliminating valvepiston and the spring B" willV force this valve to normal positionallowing air pressure to pass to the automatic air release valve A andthe engineers abling valve B with the result that the train will bestopped automatically and the engineer will be unable to prevent suchaction.

It will be seen therefore that if the engineer does not put theautomatic brake valve in service position on approaching a cautionsignal the train will be stopped automatically.

It he places it in service position the automaticA stop mechanism willbe cut out oit action and the train will slow down. lt he the stoppingof the train will be eected, not only when all the parts et' theapparatus are in proper working condition, but also when a ruptureoccurs in any el the connections or when any parts are removed. ilrupture of the connections in any part oi the improved system will causea reduction ot the pressure in the equalizing reservoir and as a. resultthe pressure in chamber D (so lettered in Westinghouse literature) otthe automatic brake valve il, Fig; 13 above its piston will be reducedallowing this piston to rise and this will open the brake pipe exhaustport to atmosphere and release train pipe pressure, and set the brakes.rlhis exhaustport is indicated on the drawing at B. l). Figures 1 andi3.

Vlliis action will take place no matter where the accidental ruptureoccurs in the improved apparatus or attachment, for instance at any ofthe points marked e, whether this be between the equalizing reservoirand the convalve; or between the contact valve and the actuating(trigger) valve or between the actuating valve and the eliminatingvalve, or between the eliminating valve and the automatic service (airrelease) valve, or between the automatic service valve and the disablingvalve.

Following out these various contingencies we will suppose that a breakoccurs between the equalizing reservoir and the contact valve. This willimmediately reduce pressure in the equaliaing reservoir with the resultthat the automatic brake valve (il-lc) will operate because of reductionot pressure in its chamber D and by consequent rise of its piston openits exhaust port to atmosphere for escape of train pipe pressure.

li the rupture occurs between the contact valve 9, Fig. 2, and theactuating valve (trigger valve) 19 pressure in 'the equalizing reservoirwill be reduced, not immediately, but when the contact valve is operatedand train pipe pressure will be reduced through the exhaust oi'automatic brake valve as before.

li? the rupture occurs between the actuating (trigger) valve 19 and theeliminating valve B the pressure in the equaliL/.ing reser voir will bereduced as soon as this actuating valve is operated by the setting ofthe contact valve; in tact if the breakage occurs at any point beyondthe actuating valve i. e. between it and the eliminating valve; betweentheL eliminating valve and 'the automatic service (automatic airrelease) valve, or between the automatic service valve and the disablingvalve the pressure in the equalizing reservoir will be reduced, not willtake place as soon the actuating (trigger) valve is operated by theContact valve.

lt a break occurs between the disabling valve and the engineersindependent brake valve this will in no way etlect the automatic s a etin immediately, but this stopping operation, but Will only prevent theengineer from recl'iarging the system until the break is repaired.

In order that my improved control system may operate elliciently with aplurality of locomotives, as `lor instance on a train provided with adouble header, I extend the pipe rearwardly Ylor any suitable distance,as for example to the rear end of the tender, as indicated at 15X, Fig.1, Where it terminates in the usual valved iiexible coupling 15Z.

At the front of the locomotive I locate a pipe 155' having' a terminalvalved flexible coupling ad pted to be coupled to the rear end of thepipe extension 15X, Which pipe 15y communicates with the cylinder inrear ol' the piston 36.

fdupposinfg pipe 15-f ol a following locomotive to be coupled to pipe15x of the preceding locomotive, the operation of lever arm 18 of theitront locomotive and consequent admission oi" air to pipe `15 Willoperate the brakes as above described. Compressed air flowing throughpipe 15C and ly into cylinder 85 oi the rear locomotive will move 'thepiston torri/ard, causing cain bar 34 to depress the dos The result elthis is that While the track contact device will operate lever arm 18 ofthe second locomotive, it will instantly return to normal position,owing to the dog being held out oil:l engaging or locking position.

lReferring to Figure 8 which shows a lever 18 18 belonging` to thetrigger valve if either arm olithis lever breaks a release of chamber Eair will take place and the brakes Will be set. To accomplish this thetrigger arm or lever :is provided with a passage 18c Which r ceives airthrough the port or passage 18f, Figures 3 and 4, from the by-passpassage 19', of Figure 4l, these tvvo passages being in `communicationthrough the space above the valve 19, Figure l.

'l'.lie trigger valve lever is provided with an opening 25 to engage thedogl 2G and as shovvn in Figure 8 small air passage 18d extends aroundthis opening 25 in the Wall of the le er or valve arm, this passagecommunicating with the air passage 18c so that il breakage occurs at thepart of the lever adjacent the ogjiening 25 chamber D air Will bereleased. Il breakage occurs at either one of the pistons 1'?, 17',Figure 3, the coupling 17a will be released and an air valve 18e will betreed from the holding eliect el this coupling and the air `from chamberD will then be tree to escape by this valve.

Another form is shovvn in Figure 3a in which the arm of the triggervalve is provided with an air port like thatabove described, butinstead' of using the coupling 17"l between thepistons 1'? and 17', asin Figure 3, these pistons in Figure 3a are shown hollow to receive theair pressure Within them.

One of these hollovv pistons is marked 17x.

If either one of these pistons breaks the air Will be released and thebrakes set. This improvement or Figure 3a avoids the use of the coupling1Fa of Figure 3 and of the valve 18 of said Figure 3.

It is obvious that if the trigger arm 18, 18 of Figure 3 is entirelyremoved this Will allovv the escape of air from chamber D.

Brielly stated I construct the lever ol the trigger valve in such mannerthat if anylportion of the saine breaks release of chamber D air Willtake place because passages in this arm or lever are in communicationWith cha1nber D, and this is true also of the pistons 17, 17 Whichoperate the trigger arm.

I claim:

l. In a train stopping apparatus the combination With the train brakeline and air release valve thereor, or' a cylinder and pistonoroperating said valve, pipe connections for supplying` air pressure tosaid cylinder and piston, a valve in said pipe connections, means 'foropening said valve under adverse traliic conditions, means for lockingsaid valve in open position, a device controlled by the building up ofpressure in said pipe connections beyond the valve for unlocking saidlocking means, and means 'for returning the valve to normal closedposition When unlocked, substantially as described.

2. In train stopping apparatus, the coinbination with the train brakeline and air release valve therefor, ot a cylinder and pist0n loroperating said valve, pipe connections from said cylinder to an airpressure supply, a valveinterposed in said pipe connections, means foropening said valve under adverse trallic conditions, means for lockingsaid valve in open position, and a device controlled by the building upof pressure in said pipe connections for unlocking said locking means.

3. In train stopping apparatus, the combination with an air reservoir,train brake line, and air release valve therefor, of a cylinder andpiston for operating said air release valve, pipe connections from saidreservoir to said cylinder, a valve in said pipe connections, means`:for opening andclosing said valve, a lever arm connected to saidvalve, a

spring dog for engaging said lever arm When.l

moved, a cam bar adapted to retract said spring` dog to release thelever arm, a cylinder communicating with said pipe connections by arestricted passage, and a spring pressed piston in said cylinderconnected With said cam bar.

4. In train stopping apparatus, the combination with an air reservoir,train brake line, and engineers valve, of a normally spring closed airrelease valve, a cylinder, a piston4 therein connected to operate saidair release valve, means or'admitting air from said reservoir to saidcylinder, pressure` operated means for preventing the engineers valvefrom being operated to release the brakes,

Iii)

and means for admitting air from said reservoir to said pressureoperated means, said pressure operated means being` controlled by themovement oi said piston. h

5. in train stopping apparatus, the combination with an air reservoir,train brake line, and engineers valve, of an air release valve, acylinder, a piston therein connected to operate said air release valve,means for admitting' air from said reservoir to said cylinder, pressureoperated means for preventing the engineers valve from being operated torelease the brakes, and means for admitting air from said reservoir tosaid pressure operated means, said pressure operated means being,`controlled by the movement of said piston, and being` timed to admitsaid air after the air release valve is open.

(i. in combination, an air reservoir, and train pipe line, an automaticair release valve, air supply means adapted to be operated under adversetraiic conditions for setting the automatic air release valve inposition to set the brakes, an engineers valve, a valve for disablingthe engineers valve from recharging the train pipe line for a prescribedperiod and thereby preventing` him from releasing' the brakes, means tosupply air pressure to said disabling;- valve to set the same in itsdisabling position When the brakes are set by the automatic air releasevalve, and means for causing; the release oi' air pressure from saiddisabling valve after the elapse of the prescribed period of time tothereby permit the eiiective operation ot said engineers valve forrechargingI the train line pipe, substantially as described.

*7. In combination an air reservoir and train pipe line, an automaticair release valve, air supply means adapted to be operated under adversetraiiic conditions for settingthe automatic air release valve inposition to set the brakes, an engineers valve, a valve Jfor disablingthe engineers valve from recharging' the train pipe line for aprescribed period and thereby preventing him from releasing the brakes,means to supply air pressure to said disabling` valve to set the same inits disabling` position When the brakes are set by the automatic airrelease valve, and means for causing); the release of air pressure fromsaid disabling` valve after the elapse of the prescribed period of timeto thereby permit the effective operation of said engineers valve forrecharginga the train line pipe, said disabling valve controlling theflow of pressure for recharging the train line.

8. in combination, an air reservoir, and train pipe line, an automaticair release valve, air supply means adapted to be operated under adversetratlic conditions for setting the` automatic air release valve inposition to set the brakes, an engineers valve, a valve tor disablingthe engineers valve from recharging-the train pipe line for a prescribedperiod and thereby preventing` him from releasing the brakes, means tosupply air pressure to said disabling valve to set the saine in itsdisabling position when the brakes are set by the automatic air releasevalve, and means for causing` the release o air pressure from saiddisabling valve after the elapse of the p-rescribed period of time tothereby permit the eiifective operation of said engineers valve forrecharging' the train line pipe, said disabling valve controlling theflow oi pressure for recharging the train line and an air pressuresupply connection to said disabling valve under control ot the engineerto deliver air pressure thereto after the disabling pressure has beenreleased to move it from its disabling position to a position "forrecharging the train line, substantially as described.

9. in combination in an air brake apparatus, an automatic air releasevalve, air supply means adapted to be operated tor operating` theautomatic air release valve, an engineers valve, a valve for disabling'the engincers valve for preventing,` him from releasing the brake for aprescribed period of time, said disabling' valve comprising a casing anda piston therein, a pipe :tor delivering); pressure to one side ot thesaid piston for moving` it into disabling position, automatic means forbleeding said pipe of pressure after a prescribed period of time, anengineers valve, and an air pressure supply connection to the other sideoiE said piston under the control of the engineer to move it from itsdisabling position, after said bleeding,` takes place, to a positionopening sai-d pipe which supplies pressure to the train line.

l0. ln combination in an air brake apparatus, an air reservoir and trainline pipe, an ailtomatic air release valve for said train pipe to effectthe setting` of the brakes with means adapted tor operating` it, anengf'ineers 'D automatic brake valve, an engineers independent brakevalve, a valve for disablingn the engineers automatic brake valve toprevent recharq'ing the train line and means for restoring' theautomatic release valve to normal position for renderingsaid disablingvalve operable byl the engineers independent brake valve after aprescribed period of time has elapsed and thus ineffective against theengineers valve, substantially described.

1l. ln combination in an air brake apparatus, an air reservoir, a trainpipe, an automatic air release valve for said train pipe to to etlectthe settiyigv of the brakes, a connection for delivering air to saidvalve 'for operating the same, a trigger valve controllingl saidconnection and adapted to be operated under adverse traiiic conditions,an engineers valve, a valve for disabling the engineei":-: valve whenthe automatic valve is operated, a connection for 'delivering air tosaid valve to set it in disabling position when the automatic releasevalve is operated, and means yoperated by the building up of pressure inthe connection beyond the trigger valve to .cause tliebleeding of saidconnections lior the return' ot the automatic air release valveto normalposition, and the return of the disabling valve to its normal position,and means for supplying air pressure, under the control of the engineerto the disabling valve for operating it.

12. In combination, in an air brakeapparatus, an air reservoir, a trainpipe, an automatic air release valve for said train pipe to effect thesetting of the brakes, a connection 'lior delivering air to said valvefor operating the same, a trigger valve controlling said connectionmeans for opening said valve under restrictive trailic conditions, anengineers valve, a valve for disabling the engineers valve when theautomatic valve is operated, a connection for delivering air to saidvalve to set it in disabling position When the automatic release valveis operated, and means operate-d by the building up of pressure in theconnections beyond the trigger valve to cause the bleeding ot saidconnections for the return oli the automatic release valve to normalposition, and the return of disabling valve to its normal position, anair pressure connection to the disabling valve `for operating it, underthe control of the en gineer, said disabling valve controlling deliveryof air for recharging train pipe, substantially as described.

13. In combination in an air brake apapparatus, an air reservoir, atrain pipe, an automatic air release valve for said train pipe to effectthe setting of the brakes, a connection :tor delivering air to saidvalve for operating` the same, a trigger valve controlling saidconnections, and means for opening said valve under restrictive trafiicconditions, an engineers valve, a valve for disabling the engineersvalve When the automatic valve is operated, a connection for deliveringair to said valve to set it in 'disabling position When the automaticrelease valve is operated, and a valve moving With the automatic releasevalve for controlling said connection.

1.4:. In combination, an air reservoir, a train line, an engineersvalve, an automatic air release valve for the train line, air pres-.sure connections adapted to be opened under restrictive trafficconditions for operating the said release valve, a valve for disablingthe engineers valve, an air pressure connection leading thereto, fordelivering air to set said valve in disabling position, and means forreleasing the pressure in said connection after a prescribed period, torender the disabling valve ineffective against the engineers valve,substantially as described.

l5. In combination, an air reservoir, a train line, an engineers valve,an automatic` air release valve for the train line, air pres sureconnections adapted to be opened under restrictive traffic conditionsfor operating the said release valve, a valve for disabling theengineers valve, an air pressure connection leading thereto, fordelivering air to set said valveiin disabling position, and means forreleasing the pressure in said connection `after a prescribed period, torender the disabling valve ineffective against the engineers valve, andmeans for vreleasing the air pressure, from said air release valve forits return to normal position.

16. In combination inV an air brake appa ratus, an air reservoir, atrain line pipe, a trigger valve adapted to be opened under restrictivetraiic conditions, an automatic release valve controlled by air pressuredelivered thereto through the trigger valve, an engineers valve, a valvefor disabling the engineeris valve after the brakes are automaticallyset by the automatic release valve, means for locking the trigger valvein operated position, and means tor unlocking said trigger valve toreturn to normal position, the latter means being actuated by thebuilding up of pressure, beyond said trigger valve, said trigger valveWhen returned to normal position permitting the bleeding ol air pressurelfrom the automatic air release 1alve, and the disabling valve tothereby permit the engineer at his Will to release the brakes byrecharging the main train line pipe by operating the engineers valve,substantially as described.

17. In combination in an air brake apparatus, an air reservoir, a trainline pipe, an automatic air release valve, a pressure connection leadingto said valve, a trigger valve controlling said pressure connection,means Yfor operating said trigger valve, an engineers valve, a valve fordisabling the engineers valve to prevent the recharging of the trainline pipe and the release oi' the brakes, a pressure connection leadingto said disabling valve from the casing of the automatic release valve,and a valve moving with the automatic release valve for controlling theair supply through the said last mentioned connection to the disablingvalve, substantially as described.

18. In combination in an air brake appa-y ratus, an air reservoir, atrain pipe, an automatic air release valve for releasing air from thetrain pipe, to set the brakes, a pressure connection for supplying airfor operating the said air release valve,ra trigger valve controllingthe said air pressure connection and controlling also a bleeding portfrom said air pressure connection, means jr'or operating said triggervalve to supply pressure for.

operating the automatic air release valve, an engineers valve, avalvefor disabling the engineers valve to prevent the engineer fromrecharging the train line'pipe and releasing the brakes, an air pressuresupplyy llO connection to the said disabling valve, a valve moving Withthe automatic air release valve for controlling the said air pressureconnection to supply air thereto when in one position and to alloyv thepressure to bleed from said' disabling valve in another position, andmeans operated by the building up of air pressure between the 'triggervalve, and the automatic air release valve for restoring the triggervalve to normal position to there- .by bleed pressure from the automaticair release valve, substantially as described.

19. In combination in air brake apparatus, an air reservoir, a trainline pipe, an antomatic release valve to release air from the train linepipe, a easing in which said valve slides, a piston for moving the valveto its release position and means for returning the valve to its closedposition, a trigger valve controlling the supply of air pressure to thesaid piston means for operating the trigger valve, a bleeding port atthe said trigger valve controlled thereby for bleeding the pressure fromsaid piston valve, an engineers valve,

f a valve for disabling the engineers valve to prevent him fromrecharging the train pipe and releasing` the brakes, a pressureconnection to the said disabling valve, a valve sliding with theautomatic air release valve, and controlling the inlet of air to thesaid disabling valve connection, and also the bleeding of air pressuretheretrom and means operated by the building up of pressure between thetrigger valve and the automatic air release valve lor returning thetrigger valve to normal position to thereby reduce pressure on theautomatic air release valve allowing' the same to return to closedposition and setting the control valve oii the connection leading to thedisabling valve in position to reduce the pressure at said disablingvalve, a connection to deliver air pressure at the Will of the engineerto the disabling valve to operate the same when pressure has beenremoved trom the said disabling valve, said disabling valve controllingrecharging of the train line pipe, substantially as described.

20. In combination in an air brake system, a valve controlling airpressure thereto, means operated by air pressure for actuating thevalve, means operating under restrictive tratlic conditions forcontrolling the air supply to said valve actuating means, a loclr forholding the valve in its actuated position and means for restoring thevalve to normal position including means actuated by air pressure forreleasing the loclr and means actuated byair pressure for moving thevalve When released to normal position, substantially as described.

21. In combination in air brake apparatus a valve, an air cylinder, apist-on therein connect-ed with the valve lor moving it in one directionto supply air, an air cylinder having a piston therein connected Withthe valve for operating it in the opposite vdirection for resetting thevalve to normal position, means operating under restrictive traiicconditions tor supplying air pressure to the first cylinder, an airpipe, the ,supply to which is controlled by said valve, and a connectionbetween tlie said air pipe and the said second cylinder for supplyingpressure, When built up in said pipe, to said cylinder for operating itspiston, substantially as described.

22. 1n combination in an air brake apparatus, a controlling valve forcontrolling air pressure, an automatic air release valve to which saidcontrolling valve supplies air, air operated means for operating thecontrolling valve, a device `tor supplying air to said air operatedmeans for operating the said controlling valve one Way, and meansoperated by the building up of t ie air pressure beyond the saidcontrollin valve and between it and the automatic release valve forrestoringsad valve to normal position, substantially as described.

23. ln combination in air brake apparatus, a valve for controlling airpressure, air operated means tor operating the valve, a device itorsupplying air to said air operated means, and means operated by thebuilding up oi' the air pressure beyond the Asaid valve for restoringsaid valve to normal position, a lock for lio0 .'ng the valve inoperated position and air operated means for releasing the loclr, saidair operated means being actuated by the pressure built up beyond saidvalve, substantially as described.

24. ln combination in an air brake apparatus, a valve for controllingair pressure, air operated means 'for operating the valve, a device forsupplying air to said air operated means, and means operated by thebuilding up of the air pressure beyond the said valve for restoring saidvalve to normal position, a lock 'for holding the valve in operatedposition and air operated means for releasing the lock, said airoperated means being actuated by the pressure built up beyond saidvalve, said built up pressure acting iirst on he loclr releasing meansand then on the means for returning the valve.

25. ln combination in air brake apparatus, a valve controlling airpressure, air operated means for actuating the valve, to turn the airinto the system, air operated means for reu turning the valve to normalposition, a device iter delivering air to means for actuating the valve,a loclr for the valve to hold it in operated position, an air cylinderand piston, means operated hereby for releasing the lock, a port forsupplying air pressure, When built up beyond the valve, to the saidcylinder and piston for releasing the loclr and a passage leading tromthe said cylinder for supplying the built up pressure to the airoperated means for returning the valve, substantially as described.

26. ln combination in van air brake system, a rotary valve controllingair supply, said valve having an arm projecting therefrom, a pair or aircylinders and pistons, one oi' which is on one side 'tbe arm and theother on tlie other side of said arm, means operated under restrictivetraliic conditions 'for supplying one cylinder Witb air, and a passageleads ing to tbe other cylinder from tbe system at a point beyond thevalve to receive air pressure when built up in said system,substantialiy described.

2'?. ln combination in an air brake system, a rotary valve controllingair supply, said alve liar g an arm projecting tlierei'rom, a pair aircyliL-iders and pistons, one of Wliicb is on one side of the arm and theother on die other under re"'iictive trafiie conditions for supplyingVllio cylinder Witli air, and a passage leading to the other cylinderfrom tbe system at a point beyond tlie valve to receive air pressi reWlien built up in said system, a second arm projecting from the valve, alock to engage said arni, and a cylinder and piston Wi lili in urnsoperated tliereby lior releasing the lock, said cylinder receiving tlieair built up beyond the valve, substantially as described.

-ln combination in an air brake apparatus, un cqualizing air reservoir,a train pipe, an eneinees automatic brake valve, an automatic airrelease valve i'or setting the brake by releasing air from 'tlie trainpipe, means operating under restrictive trailicv conditions lierdelivering air pressure from tlie equalizing reservoir to tlie aitoinatic release valve to set it in position :tor operating the brakes,and a disabling valve to vvliicb air pressure is automatically suppliedwhen tbe brakes are set, an air passage from the automatic brake `valveto charge tbetrain pipe said passage being controlled by said disablingvalve, and means for automatically reducing the operative pressure theautomatic air valve and disabling valve and an air pipe connectionbetween tlie engineerls independent brake said connection, air pressureoperated means `ior opening said valve, air pressure operated returningmeans iior said valve, a lock 'for said valve, an' pressure operatedmeans for side oi: said arm, means operatedreleasing the lock, saidvalve returning means and said lock releasing means being operated bythe building up of pressure between the said air supply valve and theautomatic air release valve, a disabling` valve, a connection forsupplying` air pressure admitted by tbe air supply valve, to thedisabling valve, means for bleeding tbe pressure from the automatic airrelease valve and the disabling valve When the air supply valve isreturned to normal position, and a connection from the engineers valveto the disabling` valve to restore the saine to normal position, and aconnection for supplying reservoir pressure to the train pipe :forreleasing the brakes controlled by the disabling valve, substantially asdescribed.

30. ln combination in an air brake apparatus, an air reservoir, a trainpipe, an air release valve for releasing air pressure Yfrom the trainpipe for setting the brakes, a valve controlling reservoir pressure totbe air release valve, air pressure actuated means for opening saidvalve, a device operated under restrictive trailic conditions fordelivering air pressure to said air actuated means, air pressure`actuated means for returning tbe air supply valve to normal or closedposition, said means being actuated by tbe building up of pressurebetween the said air supply valve and the air release valve, a disablingvalve, a connection for delivering air pressure, admitted by the airsupply valve, to the disabling valve to move it to disabling position,means for bleeding tbe pressure from the air release valve and thedisabling valve, a connection for delivering air pressure from theengineers valve to tbe disabling valve to restore tbe same to normalposition, and a connection for delivering air pressure to the train pipefor releasing the brakes, said disabling valve controlling said airpressure, substantially as described.

31. In combination in an air brake apparatus, an air reservoir, a trainpipe, an air release valve for releasing air pressure from the trainpipe for setting the brakes, a valve controlling reservoir pressure tothe air release valve, air pressure actuated means for opening saidvalve, a device operated under restrictive traiiic conditions fordelivering air pressure to said air actuated means, air

-store the same to normal position, and a connection for delivering airpressure to the train pipe for releasing the brakes, said disablingvalve opening said connection when operated by the air pressure from theenglneers valve, said bleeding means comprising a port lead ing to theatmosphere controlled by the air supply valve, substantially asdescribed.

32. In combination in an air brake apparatus, a train pipe, an airrelease valve for releasing air pressure from the train pipe for settingthe brakes, a valve controlling air pressure to the air release valve,air pressure actuated means for opening said valve, a. device operatedunder restrictive traiiic conditions for delivering air pressure to saidair actuated means, air pressure actuated means for returning the airsupply valve to normal or closed position, said means being actuated bythe building up of pressure between the said air supply valve and theair release valve, a disabling valve, a connection for deliveringairpressure, admitted by the air supply valve, to the disabling valve tomove it to disabling position, means for bleeding the pressure from theair release valve and the disabling valve, a connection for deliveringair pressure from the engineers valve to the disabling valve to restorethe same to normal position, and a connection for delivering airpressure to the train pipe for releasing the brakes, said disablingvalves opening said connection, nf'lien operated by the air pressurefrom the engineers valve, the supply or' air pressure admitted by theair supply valve acting lrst on the air release valve and as a result ofthe movement of said valve then acting on the disabling valve,substantially as described.

33. In combination with an engineers valve, automatic train stoppingmeans comprising a pneumatically operated air release valve, and meansoperated pneumatically 'fromthe engineers valve for automaticallyeliminating the functions of the automatic train stopping means when theengineer per r forms his duty in slowing the train on arriving at adanger signal, said automatic eliminating means being non-accessible forhand operation and operable only as a consequence of the engineerslowing tlie train, substantially as described.

34C. In combination with an engineers valve, automatic train stoppingmeans on the train for setting the air brakes, an implement on theroadway for operating the automatic train stop, and means forautomatically eliminating the functions of the automatic train stopsystem as a consequence of the engineers operation of his valve to slowdown the speed of the train on approaching a danger signal, saidautomatic train stop system including an automatic air release valve, avalve controlling air pressure theretoA and supplying air when theroadway implement is effective t to operate said controlling valve, andthe said eliminating means for cutting out the action of the automatictrain stop means consisting ot' an air operated valve to cut oft thesupply of air to the air releasing valve and a connection for supplyingair to said eliminating valve to make the same perform its eliminat ingfunction when the engineers valve is set in position to reduce speed,substantially as described.

35. In combination in a train control system, an automatic air releasevalve with means for setting it to release the air and set the brakes onapproaching a danger signal, a disabling device for the engineers valveconsisting of a valve to cut oil the air for recharging the train pipe,air pipe connections for supplying air for operating said air releasevalve and disabling device, an eliminating valve for cutting off theoperating air to the said air release valve and disabling valve, and airsupply means for delivering air for operating said eliminating valve,said air supply means being under the control of the engineer as aconsequence of his reducing speed on approaching a danger signal,substantially as described.

36. In an automatic train stop system and in combination, an engineersautomatic brake valve, having an exhaust port for exhaust oil pressurefrom the train pipe and connected with an equalizing reservoir, an`engineers independent brake valve, an automatic air release valve, meansincluding air supply connections from the equalizing r servoir foroperating said air release valve ior the escape oi the train pipepressure when a caution signal is set, an engineers disabling valveoperating to disable the engineers automatic brake valve when the airrelease valve is automatically operated to set the brakes, means forbleeding operative pressure :from the automatic air release valve andthe engineers disabling valve to allow said valve to return to normalposition and permit the enginees automatic brake valve to function inrestoring air pressure to the train pipe.

37. In an automatic train stop system and in combination, an engineersautomatic brake valve, having an exhaust port for eX- haust of pressurefrom the train pipe and connected with an equalizing reservoir, anengineers independent brake valve, an automatic air release valve, meansincluding air supply connections from the equalizing reservoir foroperatin g said air release valve tor tlie escape of the train pipepressure when a caution signal is set, an engineerls disabling valveoperating to disable the engineers automatic brake valve when the airrelease valve is automatically operated to set the brakes, means i'orbleeding operative pressure :trein the automatic air release valve andthe engineers disabling valve to allow said valve to return to normalposition and permit the lll() engineers automatic brake valve tofunction in restoring air pressure to the train pipe, and a connectionbetween the engineers independent brake valve and the engineersdisabling valve to deliver air pressure thereto to restore it to normalposition.

38. Inan automatic train stop system and in combination, an engineersautomatic brake valve, having an exhaust port for eX- haust of pressure'from the train pipe and connected-with an equalizing reservoir, anengineers independent brake valve, an automatic air release valve, meansincluding air supply connections 'from the equalizing reservoir forOperating said air release valve for the escape of the train pipepressure when a caution signalis set, an engineer-s disabling valveoperating to disable the engineers automatic brake valve when the airrelease valve is automatically operated to set the brakes, means forbleeding operative pressure from the automatic air release valve and theengineers disabling valve to allow said valve to return to normalposition and permit the engineers automatic brake valve to function inrestoring air pressure to the train pipe, said engineers automatic brakevalve operating automatically to open its exhaust port `for setting thebrakes on reduction ot' pressure in the equalizing reservoir consequentupon rupture of any parts of the automatic system, substantially asdescribed.

39. In train stopping apparatus, the combination with the train brakeline and air release valve therefor, ot a cylinder and piston foroperating said valve, pipe connections from said cylinder t0 an airreservoir, a valve interposed in said pipe connections, means operatedunder restrictive traliic conditions for opening said valve, means forholding said valve open for a limitedperiod, and means :tor renderingthe valve holding means ot a second coupled locomotive ineffective.

40. In combina-tion in an air brake apparatus an air supply valve on theengine, means operated under restrictive tra'liic conditions forautomatically opening said air supply valve, a valve operatedautomatically by the air froinsaid air supply valve 'for automaticallyopening the train pipe for the application of the brakes, an vair supplyconnection from the said air supply valve to the automatic air supplyvalve o't'a second coupled engine to disable the same and prevent y itfrom automatically supplying air to the erated by the air pressureadmitted by vsaid valve, means `tor locking the air pressure supplyvalves in operated position, and air pressure actuated means fordisabling the ylocking means of the second locomotive when the air isAadmitted by the valve on the first engine, substantiallyy as described.

42. In combination in train control apparatus, an engineers brake valve,an automatic air release valve controlling the train line pressure,controlling means controlled by restrictive traiiic conditions forsupplying equalizing reservoir air pressure to said air release valve`for opening it to release train line air, an engineersy disablingvalve, said valve being closed, to disable the engineer from rechargingthe'train line, by equalizing reservoir air pressure supplied thereto bysaid controlling means.

43. In combination, an automatic air release valve for controlling trainline air pressure, a trigger valve forsupplying equalizing reservoirpre. sure to .said automatic air release valve to open it, an engineersbrake valve, a disabling valve to prevent the engineer from rechargingthe train line, a connection for supplying equalizing reservoir airpressure to said disabling valve for setting it in disabling position,'saidconnection being sun )lied throuO'hsaid trio' er valve means l a e;7

operated under restrictive traliic conditions for supplying equalizingreservoir pressure to said trigger valve for `opening it, and means forrestoring said `trigger valve to closed position when -equalizingreservoir air pressure builds up beyond it to the prescribed degree,substantially as described.

44. In combination, in train control apparatus an engineers brake valve,an automatic air release valve, 'for causing when open reductionoi trainline air pressure, a controlling valve 'or supplying when open airpressure to the automatic air release valve for opening it, means torprolonging the open position of said'valve, means for restoring saidvalve to closed position upon the building up of pressure to aprescribed degree in the connection between it and the automatic lairrelease valve, a valve in said connection automatic air release valveand the engineers disabling valve.

lfIn air brake systems for railway vehicles, the combination of anautomatic brake valve controlling. the release of train line air,

a connection for supplying equalizing reservoir air pressure thereto, avalve controlling said connection, means for opening said valveautomatically to supply air pressure when restrictive conditions existahead, said valve closing automatically by the building up of equalizingreservoir pressure between it and the automatic brake valve, said valvewhen closed opening a bleed port for the escape of air pressure from thesaid connection to allow the automatic valve to reset itself to closedposition, substantially as described.

46. In combination, an engineers automatic brake valve, an automatic airrelease valve controlling the release of train line air, an equalizingreservoir, means operating automatically for supplying equalizingreservoir air to the automatic air release valve for the discharge oftrain line air, pneumatic means whereby the operation of the automaticair release valve will be eliminated when the engineer places his valvein service position and will be restored by the engineer placing hisvalve out of service position, an engineers disabling valve operated todisabling position automatically by equalizing reservoir air pressure,an engineers straight air valve and a connection therefrom for supplyingair for restoring the disabling valve to normal position, substantiallyas described.

47. In combination, an automatic air release valve, means for supplyingair pressure thereto to set it for the discharge of train line air, saidmeans including a valve with means for operating it automatically whenrestrictive conditions exist ahead, means for holding said valve open,and means for releasing said holding means and restoring said valve toclosed position as a consequence of the air pressure building up betweensaid valve and the automatic air release valve, substantially asdescribed.

In testimony whereof, I affix my signature.

PATRICK J. CLIFFORD.

